Dump-car.



No. 747,762. PATENTED DEC. 22, 1903.

G. L. PRATT. DUMP GAR.

v APPLICATION FILED MA Y 29, 1903. NO MODEL. 3 SHEET$-$HEET 1" INVENTOR! G goiyeL-wafl, 29 Z No. 747,762." v a 7' PATENTED DEC.22,1903. G. L. PRATT.

I DUMP GAR.

- APPLICATION rum) In 29, 1903. no uonnn.

3 SHEETS-SHEET 2,

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WITN ESSES INVENTOR! I M's elm/:

Patented December 22, 1903.

PATENT @FF'ICE.

GEORGE L. PRATT, OF ATLANTA, GEORGIA.

DUMP-CAR.

SPECIFICATION forming part of Letters Patent No. 747,762, dated December 22, 1903.

v Application filed May 29, 1903. Serial No. 159,330. (No model.)

T: at whom itmay concern:

Be it known that I. GEORGE L. PRATT, a citizen of the United States, residing at Atlanta, in the county of Fulton and State of Georgia, have invented certain new and useful Improvements in Dump-Cars; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as Will enable others skilled in the art to which it appertains to make and use the same.

The object of my invention is to provide a dump-car which shall be positive and certain in action and of durable construction.

To these ends my invention consists in the constructions and combinations hereinafter described and claimed.

In the accompanying drawings, forming a part of this application, and in which similar reference-letters indicate corresponding parts in the several views, Figure 1 is a side elevation of my improved dump-car, the paths of the dutnp and latch levers being indicated in dotted lines. Fig. 2 is an end elevation thereof. Fig. 3 is a detail sectional View taken on a plane indicated by line' a; a; of Fig. 1. Fig. 4 shows my cam-rail with the dump-lever-and latch-lever in engagement therewith, the dump-car being indicated diagrammatically in broken lines; and Fig. 5 is a detail sectional view taken on a plane indicated by line a z of Fig. 1.

Referring now to the drawings in detail, A.

indicates the car-body, which I preferably construct of cast-iron, but which maybe c0nstrnctcd of any other suitable material.

B is thecar-frame, carrying standards 0," in which are journaled the trunnions I) of the car-body. The trunnions D are positioned on the car-bodyin a plane intermediate its center of gravity and the latch end, whereby the unbalanced car-body tends to swing on said trnnnions into dumping position.

Under some practical conditions the floor of the car-body is subjected to great local wear at the portion on which the incoming charge impinges. This wear may be due to the corrosive nature of the charge or merely to its abrading action. -With such conditions the car-body speedily wears out at the point where the incoming charge impinges before the remainder of the car-body begins to show any material wear, thus necessitating the eX- pense of frequently discarding car.- bodies showing wear at onlyone portion. To obviate this, 1 construct the car-floor of .a series of removable plates A, each plate beingprovid-ed with. an ofiset at one end constructed to support the contiguous end of thenext ad-.

jacent plate, as clearly shown in Fig.1. These plates are provided with flanges A at their ends and are removably secured in the carbody by'bolts A inserted in holes A A formed, respectively, through said flanges and'through the sides .of the car-body, as shown in Figs. land 3. I

It will be observed that the bolts A are In this construction any floor-plate showing excessive wear can be quickly removed and ireplaced bya new floor-plate taken from the stock kept on hand.

E is the dump-lever, shown secured to one of the trunnious at a point outside its journal and preferablyprovided with a frictionv roller F.

K is a shaft journaled in boxes L L on the frame B and carrying a latch M, provided with a lip N, arranged to lock the car-body from dumping. While the latch is shown engaging the upper edge of the car-body, it could obviously be arranged to engage any convenient portion of said body.

O is a latch-lever secured to the shaft K and preferably provided with a friction-roller P. The friction-rollers F and P are shown adjustably secured to their levers. (See Fig. 5.) E is a slot formed in the dump-lever E for receiving the roller-pin F, which carries the roller F. The pin F is provided with a shoulder F to engage a washer F at one side of the dump-lever, and a nut F on the pin bearing against a washer F secures the roller in its adjusted position on the dump-lever. A stop S is secured on the frame B, as by rivets R, in position to bear againstthe latch M and insure its being held in proper latching position.

G is a buffer carried by the frame-B and arranged to engage a stop H, secured to the car-body, when the body reaches its extreme ICO dumping position. The buffer G acts to limit the swing of the car-body in dumping and also to jar the car,and thus aid in the discharge of its contents.

1 is a second buffer carried by the frame B and arranged to engage a stop J, secured to the car-body, when the body is returned for latching.

B indicates an extension from the carframe B, provided with means, such as jaws B for gripping the usual traveling cable B While I have herein shown a traveling cable for moving the dnm p-car along its tracl ,any other old means may be employed therefor.

Referring especially to Fig. 4, T indicates a cam-rail, shown rigidly secured to a suitable frame U. A plank may be employed for the frame U, or such frame may be formed of metal orally other suitable material. The frame U is adjustably secured to the supports W, as by slots V in the frame fitting over bolts Q on said supports, nuts Z being employed securely to lock the frame U in its adjusted position on the supports W. The cam-rail T is preferably constructed with two inclines T and T and asubstantially horizontal portion T levers are shown engaging said cam-rail, the direction of travel of the loaded dump-car being indicated by the arrow.

In the operation of my apparatus the dumpcar, suitably positioned on its track and with the carbody engaged by the latch M, is charged in any convenient manner, as from an overhead hopper. The loaded car is then caused to travel along its track to the point of dumping, the dump and latch levers being actuated during such travel by the cam-rail T, placed adjacent the car-track intermediate the charging and dumping points. During such advance of the loaded car thedumplever E first engages the incline T, there by swinging the car-body sufficiently on its trunnious to lower the latch end thereof out of engagement with the latch-lip N. The dump-lever then travels in engagement with the portion T of the cam-rail, and simultaneously the latch-lever rides up the incline T, thereby oscillating the latch snfficiently to swing its lip out of latching position. Finally the dump-lever descends the incline T thereby permitting the car-body to swing into dumping position. During the first portion of such descent of the dump-lever the latch-lever travels in engagement with the portion T of the cam-rail, thereby maintaining the latch out of latching position until the latch end of the car-body has swung up beyond the path of the latch-lip. The latch-lever then descends along incline T until the latch swings into contact with its stop S, when further oscillation of said latch and its lever is prevented by said stop. During the reverse travel of the empty car to bringit again into charging position thelatchlever being held elevated by the stop S engages only the higher portion of the incline In Fig. ithe dump and latch T The latch-lever then rides up the higher portion of incline T and along portion '1 of the cam-rail, thereby oscillating the latch and maintainingitoutoflatchingposition. Meanwhile the dump-lever has ridden to the upper end of incline T thus swinging the car-body sufficiently to bring. the latch end thereof slightly below its position for engagement with the latch-lip N. The dump-leverthen travels in engagement with the portion '1 of the cam-rail, which maintains the latch end of the car-body slightly below its position for engagement with the latch-lip,and simultaneously the latch-lever descends the incline T, thereby oscillating the latch into latching position with its lip above the latch end of the car-body. Finally the dump-lever descends the incline T, thereby permitting the carbody to swing sufficiently to bring its latch end into engagement with the latch-lip N. The car-body is thus latched in position and ready again to receive a charge, after which the above operation is repeated.

\Vhile in the construction illustrated the latch is arranged to be oscillated to its latch ing position by the weight of the latch-lever, it is obvious that springs or other equivalents could be employed therefor. It is also clear that a continuous track could be employed for the dump-car by placing a second catnrail in suitable position beyond the dumpingplace.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is-

1. In a dump-car, the combination of a carbody'provided with trunnions, a dump-lever secured to one of said trunnions, a frame carrying bearings for said trunnions,a shaft journaled on said frame, a latch on said shaft and arranged to be oscillated into latching engagement with the car-body, a latch-leversecured to said shaft, and a cam-rail located adjacent the path of travel of the dump-car and constructed to engage said dump and latch levers during the travel of the car, subtantially as described.

2. In a dump-car, the combination of a carbody provided with trunnions, a dnmplever secured tonne of said t'runnions, a frame carrying bearings for said trunnions, a shaft journaled on said frame, a latch on said shaft and arranged to be oscillated into latching engagement with the car-body, a latch-lever secured to said shaft, means carried on said car arranged to grip a traveling member, and a cam-rail located adjacent the path of travel of the dump-car and constructed to engage said dump and latch levers d urlng the travel of the car, substantially as described.

3. In a dump-car, the combination of a carbody provided with trunnions, a dump-lever secured to one of said trunnions, a frame carrying bearings for said trunnions, a shaft jonrnaled on said frame, a latch on said shaft and arranged to be oscillated into latching engagement with the car-body, a latch-lever secured to said shaft, and an adjustablecambody provided with trunnions, a dump-lever secured to one of said trunnions, africtionroller adjustably secured on said lever, a frame carrying bearings for said trunnions, a shaft journaled on said frame, a latch on said shaft and arranged to be oscillated into latching engagement with the car-body, a latch-lever secured to said shaft, a friction: roller adjustably secured on said lever, and a cam-rail located adjacent the path of travel of the dump-car and constructed to engage said friction-rollers during the travel of the car, substantially as described.

5. In a dump-car, the combination of a carbody provided with trunnions, a dump-lever secured to one of said trunnions, a frame carrying bearings for said trunnions, a shaft journaled on said frame, a latch on said shaft and arranged to be oscillated into latching engagement with the car-body, a latch-lever secured-to said shaft, anda cam-rail located adjacent the path of travel of the dump-car and constructed to engage said dump and latch levers during the travel of the car, said cam-rail comprising two inclines and an im termediary portion, the intermediary portion arranged substantially parallel with the neighboring path of the car and constructed of at least sufficient length to sim ultaneously engage both the dump-lever and latch-lever, substantially as described.

6. In a dump-car, the combination of a carbody provided with trunnions, a dump-lever secured to one of said trunnions, a frame carrying bearings for said trunnions, a shaft journaled on said frame, a latch on said shaft and arranged to be oscillated into latching engagement with the car-body, a latch-lever secured to said shaft, means carried on said car arranged to grip a travelingmem her, and a cam-rail located adjacent the path of travel of the dump-ear .and constructed to engage said dump and latch levers during the travel of the car, said cam-rail comprising two inclines and an intermediary portion, the intermediary portion arranged substantially parallelwith the neighboring path of the car and constructed of at least sufficient length to simultaneously engage both the dump-lever and latch-lever, substantially .as described.

7. In a dump-car, the combination of a carbody provided with trunnions, adump-lever secured to one of said trunnions, a frame carrying bearings for said trunnions, a shaft journaled on said frame, a latch on said shaft and arranged to beoscillated into latching engagement with the car-body, a latch-lever secured to said shaft, and an adjustable camrail located adjacent the path of travel of the dump-car and constructed to engage said dump and latch levers during the travel of l the car, said cam-rail comprising two inclines and an intermediary portion, the intermediary portion arranged substantially parallel with the neighboring path of the car and constructed of at least suflicient length to simultaneously engage both the dump-lever and latch-lever, substantially as described.

8. In a dump-car, the combination of a carbody provided with trunnions, a dump-lever secured to one of said trunnions, a frictionroller ad ustably secured on said lever, a

frame carrying bearings for said trunnions,

a shaft journaled on said frame, a latch on said shaft and arranged to be oscillated into latching engagement with the car-body, a latch-lever secured to said shaft, a frictionroller adjustably secn red on said lever, and a cam-rail located adjacent the path of travel of thedump-car and constructed to engage said friction-rollers during the travel of the car, said can1-rail com prising two inclines and an intermediary portion, the intermediary portion arranged substantially parallel with the neighboring path of the car and constructed of at least sufficient length to simultaneously engage both the dump-lever and latch-lever, substantially as described.

9. In a dump-car, the combination of a carbody provided with trunnions, a dump-lever secured to-one of said trunnions, a'frictionroller adjustably secured on said lever, a

a shaft journaled on said frame, a latch on said shaft and arranged to be oscillated into I latching engagement with the car-body,a

latch-lever securedto said shaft, a frictionroller adjust-ably secured on said lever, and an adjustable cam-rail located adjacent the path of travel of the dump-car and constructed to engage said friction-rollers during the travel of the car, substantially as described.

'10. In a dump-car, the combination of a car-body provided with trunnions, a dumpleversecu red to one ofsaid trunnions, aframe carrying bearings'for said trunnions, stops and buffers carried by said car and said frame and arranged to limit the range of oscillation of the caron its trunnions, ashaft journaled on said frame, a latch on said shaft and'arranged to'be oscillated into latching engagement with the car-body, a latch-lever secured to said shaft, and an adjustable cam-rail located adjacent the path of travel of the dump-car and constructed to engage said dump and latch levers during the travel of the car, said cam-railcom prising two inclines and an intermediary portion, the intermediary portion arranged substantially parallel journaled on said frame, a latch on said shaft and arranged to be oscillated into latching engagement with the car-body, a latch-lever secured to said shaft, and a cam-rail located adjacent the path of travel of the dump-car and constructed to engage said dump and latch levers during the travelof the car, said cam-rail comprising an intermediary member and two inclines so constructed and arranged that, upon the advance of the loaded car, the car-body will be turned out of latching contact with the latch, the latch then removed from latching position, and the carbody then turned back through its initial position to dumping position, substantially as described.

12. In a dumpcar, the combination of a car-body provided with trunnions, a dumplever secured to one of said trnnnions,a frame carrying bearings for said trunnions, a shaft journalegl on said frame, a latch on said shaft and arranged to be oscillated into latching engagement with the car-body, a latch-lever secured to said shaft, and an adjustable camrail located adjacent the path of travel of the dump-car and constructed to engage said dump and latch levers during the travel of the car, said cam-rail comprising an intermediary member and two end inclines so constructed and arranged that, upon the advance of the loaded car, the car-body will be turned out of latching contact with the latch, the latch then removed from latching position, and the car-body then turned back, through its initial position, to dumping position, substantially as described.

13. In a dump-car, the combination of a carbody provided with trunnions, a dump-lever secured to one of said trunnions, a frame carrying bearings for said trunnions, a shaft journaled on said frame, a latch on said shaft and arranged to be oscillated into latching engagement with the car-body, a latch-lever secured to said shaft, and a cam-rail located adjacent the path of travel of the dump-car and constructed to engage said dump and latch levers during the travel of the car, said cam-rail comprising an intermediary member and two end inclines so constructed and arranged that, upon the advance of theloaded car, the car-body will be turned ontof latching contact with the latch, thelatch then removed from latching position, and the carbody then turned back, through its initial position, to dumping position, said cam-rail constructed to extend below the lowest positions of the dump and latch levers, whereby, upon the return of the empty car, the latch will be swung out of the path of oscillation of the car-body, the car-body then turned on its trunnions slightly past the position it occupics when engaged with the latch, the latch then swung into its latching position, and the car-body then turned back to bring it into latching engagement with the latch, substantially as described.

14. In a dump-car, the combination of acarbody provided with trunnions, a dnmp-lever secured to one of said trunnions, a frame carrying bearings for said trunnions, a shaft journaled on said frame, a latch on said shaft and arranged to be oscillated into latching engagement with the car-body, a latch-lever secured to said shaft, and an adjustable cam rail located adjacent the path of travel of the dump-car and constructed to engage said dump and latch levers during the travel of the car, said cam-rail com prising an intermediary member and two end inclines so constructed and arranged that, upon the advance of the loaded car, the car-body will be turned out of latching contact with the latch, the latch then removed from latching position, and the car-body then turned back, through its initial position, to dumping position, said cam-rail constructed to extend below the lowest positions of the dump and latch levers,

whereby, upon the return of the empty car, the latch will be swung out of the path of oscillation of the car-body, the car-body then turned on its trunnions slightly past the position it occupies when engaged with the latch, the latch then swung into its latching position, and the car-body then turned back to bring it into latching engagement with the latch, substantially as described.

15. In a d u mp-car, the combination of a carbody provided with trunnions, a frame carry ing bearings forsaid trunnions, means arranged to swing the car-body on said trunnions, said car-body constructed with a removable, sectional floor, comprising interengaging plates, and means for removably socuring said plates in position, substantially as described.

16. In adu mp-car, the combination of acarbody providedwith tru n nions, a frame carrying bearings for said trunnions, a renmvable, sectional floor in said car, comprising a plurality of plates, each plate constructed with an offset at one end constructed to overlap the contiguous end of the next adjacent plate, flanges depending from the two sides of each plate, and bolts arranged removably to secure such plates in position, substantially as described.

In testimony whereof I affix my signature in the presence of two subscribing witnesses.

GEORGE L. PRAT".

IVitnesses:

E. T. BRANDENBURG, G. Avnns. 

